AT&SF Steam Locomotive 5000 was designed by the Santa Fe Railway to be the ultimate design of a high-speed heavy freight locomotive.

Design work began in 1927 on a non-compound 2-10-4 high speed freight locomotive that would combine the best qualities of the 3800 and 3751 Classes, but exceed them in power and efficiency for heavy freight service.

The new 2-10-4 when built would break many design records. John Purcell, (Mechanical Assistant to Operating Vice-President) Charles Ripley, (Chief Mechanical Engineer) and H.H. Lanning (Mechanical Engineer – Topeka) of AT&SF Railway were the exclusive designers of 5000.

It was not the product of Baldwin design or development. Baldwin Locomotive Works were merely the builders working with strict oversight and supervision from Purcell, Ripley and Lanning. No work or changes could be made to 5000 without approval from at least one of these three men.

Santa Fe originally designed 5000 to operate at 325 pounds steam pressure with 69 inch drivers, and generally improved design of the boiler, together with a new and larger firebox with a grate area of 121.6 square feet. The firebox was of the radial stay-bolt style designed by H.H. Lanning to take full advantage of the additional capacity afforded by the four-wheel trailing truck.

DESIGNED WITH A ONE-PIECE FRAME!

5000 would be built with a one-piece cast frame instead of the built-up frames used on the 3800’s. The built-up frames were bolted together and could not withstand the tremendous back thrust of the 3800’s piston which was calculated to be 141,000 lbs. The design called for a record sized one-piece frame for 5000. This frame would include the cylinder casting making the largest and strongest one-piece locomotive frame ever built at the time.

HIGHEST PISTON THRUST!

5000’s piston thrust was 219,000 lbs.

HIGHEST BOILER PRESSURE!

The design called for a boiler with 325 lb. of steam pressure, 300 lb. was ultimately used but still the highest until the 5001 Class was built in 1938. The 5001s and 5011s were 310lb. This was necessary to keep the tractive effort at 93,000 lb. due to using a larger 74” driving wheel.

LARGEST BOILER ON AT&SF AT THE TIME!

A huge radial stayed boiler of 104”, and a firebox with 121.5 sq. ft.

LARGEST CYLINDERS ON A AT&SF LOCOMOTIVE!

30” diameter X 34” stroke

HEAVIEST LOCOMOTIVE ON THE AT&SF AT THE TIME!

Engine = 502,600

Tender = 377,860

Total = 880,460

HIGHEST TRACTIVE EFFORT ON THE AT&SF!

93,000 lb. – Published

108,087 lb. – Actual

LARGEST TENDER ON THE AT&SF AT THE TIME!

Tender carried 27 Tons of Coal, – 20,000 Gals Water

MOST EFFICIENT!

The 5000 handled 15% more tonnage in 9% less time while burning 17% less coal than the 3800 Class 2-10-2’s, making the 5000 the most efficient steam locomotive on the Santa Fe Railway.

HIGHEST TONNAGE RATING ON THE AT&SF AT THE TIME!

5000 was rated at 6000 tons for 120 cars on level grade.

EXPERIMENTAL!

Madame Queen was used to test new ideas and innovations that came along. Many new ideas were tried on her too numerous to mention here.

INNOVATION!

Larry E. Brasher says “Santa Fe Mechanical Engineers incorporated many of her elements in future steam designs. Indeed, the incomparable 4-6-4s, 4-8-4s and 2-10-4s of the late 1930s can be considered as “Madame Queen’s” daughters.”

Specifications:

Type: 2-10-4 5000 Class

Builder: Baldwin Locomotive Works, Philadelphia Pennsylvania -1930

Service: Heavy freight

Driving Wheel Diameter: 69”

Cylinders: 30 Bore, 34” Stroke

Boiler Pressure: 300 lbs. per sq. in.

Boiler Diameter: 108”

Grate Area: 121.7 sq. ft.

Wheel Base: 95’ 10 9/16”

Weight in Working Order:

Engine – 502,600 lbs.

Tender – 396,306 lbs.

Total – 898,906 lbs.

Length: Engine and Tender 108’ 5 1/4”

Heating Surface: 9,665 sq. ft.

Tractive Force: 93,000 lbs.

Horsepower: 5,700 at 40 mph

Fuel: Coal 1930-1940, 27 Tons

Oil 1940 – Present, 7000 Gal.

Water: 20,000 Gal.

Pulling Power Freight: 148 cars, 8,388 Tons, level grade

Speed: 60 MPH – Max allowed by AT&SF

Total Mileage: Over 1,750,000 mi.

Operating Efficiency: 15% more tonnage w/ 17% less fuel in 9% less time than 2-10-2 3800 Class, using coal fuel

Timeline

1919 – AT&SF orders 2-10-2 Engine 3829 to be converted to 2-10-4 to test wheel arrangement for further development. This engine becomes the first 2-10-4 in the United States. Test are promising, and AT&SF decides to develop this wheel arrangement into a new locomotive.

1930 – 5000 emerges from the shop facilities of Baldwin Locomotive Works as the first 2-10-4 manufactured to AT&SF specifications. Baldwin builders Plate No. 615214.

1931 – In July and August 5000 undergoes extensive in service testing using AT&SF dynamometer car #29 in train consists on the Pecos Division between Clovis and Belen New Mexico. The result of these tests were thoroughly written up in Railway Mechanical Engineer in December.

1957 – April 17th, 5000 donated to the city of Amarillo Texas for display in Santa Fe Park on the grounds of the AT&SF Depot.

1994 – 5000 chosen by United States Postal Service as one of several locomotives around the country, to be used in a group of Locomotive Postage Stamps. A portable Post Office was set up by the U.S.P.S. at the 5000 display, for the “Madam Queen Station” official cancellation.

2003 – The Railroad Artifact Preservation society Inc., a non-profit organization based in Amarillo Texas, signs agreements with the City of Amarillo to build the Railroad Heritage education Center (SFLDM) which will be the new home of AT&SF 5000.

2004 – AT&SF 5000 is mechanically prepared for relocation By RAPS. Construction begins on locomotives concrete foundation at the new site.

2005 – The Railroad Artifact Preservation Society Inc., working with the City of Amarillo, Messer Construction and many other, relocated AT&SF 5000 to the new site at 2nd. and Lincoln. in downtown Amarillo.

2005-2008 – Members of the Railroad Artifact Preservation Society, volunteer approximately 1,800 man-hours to complete the restoration of 5000.